Patent ES-338903-A1 (ES)
Title: Apparatus for the regulation of the braking pressure to obtain a nonskid effect in automotive vehicles
IPC: B60T8/1763
Filed: 1967-04-04
Abstract: In a non-slip vehicle braking system using a sensor of retardation of a wheel, a predetermined value of retardation causes an inlet valve in the brake line to close and an outlet valve connected to the brake cylinder to open when the retardation falls below this value the outlet valve closes first and then the inlet valve opens after a delay. By thus reducing the amplitude of the pressure fluctuations, the loss of pressure per working cycle is reduced. In Fig. 8, pressure from a pedal-operated master cylinder (not shown) is applied via a throttle 25 and normally open valve V 1 to a chamber 1 communicating with the slave brake cylinders 71. When the wheel retardation has reached a certain value a sensor 18 operates contact a1 to energize solenoids 11 and 15, closing valve V 1 and opening V 2 , the latter being inherently slower to operate. The pressure in the system is now independent of movement of the brake pedal, and starts to fall by leakage past a relief valve 26 and throttle 27 into a bellows 28 acting as storage chamber. When the pressure in the line P 1 rises above a critical value, contact b1 is closed, so that when the retarding sensor 18 closes contact a1, valve V 1 is held closed while V 2 opens to equalize the pressures in P and P 1 so that they both fall together. At a certain point, sensor 18 opens contact a1 to close V 2 and hold the brake pressure in P constant. The pressure in P 1 falls slowly under the influence of throttle 27 until valve 26 closes to reduce the rate of fall according to the parallel throttle 41. Eventually the pressure falls enough to open contact b1 and a second working cycle commences. After a few cycles, the bellows 28 moves a rack 43 to the right to turn a pinion 42 and reduce the orifice of throttle 41 so that the stopping intervals are progressively prolonged. Throttles 25 and 27 are made of a material having a high thermal expansion, so that they compensate for temperature changes in the viscosity of the pressure medium. These throttles may be incorporated in the valve constructions. When there is no pressure in the line 24, a spring 32 compresses the bellows 28 and opens a relief valve 33 to equalize the pressures when braking is completed. In a modification (Fig. 9, not shown) a second valve V 2 is provided which is opened at a higher value of retardation to increase the rate of pressure fall when braking heavily on a slippery road. To reduce the engagement time of the brakes when first applied (Fig. 8) the throttle 25 is by-passed by a pressure-limiting valve 34 operated by a diaphragm 38. A pin 37 on the latter keeps valve 34 open until the brake pressure in P has risen to a predetermined value set by screw 40. This valve may be omitted if V 1 is constructed so that turbulent flow occurs at high pressures, in which case temperature compensation is unnecessary. In another modification (Fig. 12, not shown), the valve 34 is replaced by another temperature-compensated throttle (50) which increases the rate of pressure fall when the brakes are released, particularly in connection with servobrakes. If braking is to be applied to two wheels which are coupled by a differential, each wheel has its own retarder, the contacts of the two being connected in parallel. The rectifier 22 of Fig. 8, which allows V 2 to be operated without V 1 , can be replaced by a separate contact on the retarder (Fig. 5, not shown). The arrangement of the invention automatically compensates for varying roughness of the road during braking, the retardation sensor 18 opening V 2 when necessary if the road should become smoother. The sensor 18 may be a transistorized circuit, which may contain a temperaturedependent element to prolong the stopping interval at low temperatures, this control being instead of the hydraulic control described above.